BOAC Mosquitoes
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You should consult the BA Museum & Archives. They have some information on these BOAC operations and I know they have done some research for others on this topic. I suggest you start by e-mailing a query to [email protected]. They should be able to gather some material together which may assist.
The book "BOAC An Illustrated History" by Charles Woodley (Tempus Publishing, 2004, and well worthwhile getting if this area is of generally interest to you) has a page on the Mosquito ops to Stockholm, obliquely termed "Courier runs" ! Key points :
First trial run with an RAF aircraft (105 Sqn) 5 August 1942.
First BOAC Mosquito G-AGFV delivered 15 December 1942.
First BOAC run 4 February 1943.
Six Mosquitos delivered to BOAC April/May 1943. Others came later to replace losses.
Bomb bay lined with felt, fitted with reading lamp, air controls, oxygen supply, intercom, flask of coffee (doubtless a wartime luxury), reading material. No mention of sandwiches !
Outward trip took air mail, UK newspapers and magazines (to counter German ones).
Leuchars-Stockholm 800 miles, took typically 3 hours.
Originally daylight flights, switched to night after attacks.
Conductor Sir Malcolm Sargent was once a passenger, so were other VIPs.
Last operation 30 November 1944.
Losses on service :
G-AGGF lost Leuchars 17 Aug 43
G-AGGG lost Leuchars 25 Oct 43
G-AGGD lost Sweden 3 Jan 44
G-AGKR missing 11 Apr 44
G-AGFV lost Sweden 4 Jul 44
G-AGKP missing 9 Aug 44
First trial run with an RAF aircraft (105 Sqn) 5 August 1942.
First BOAC Mosquito G-AGFV delivered 15 December 1942.
First BOAC run 4 February 1943.
Six Mosquitos delivered to BOAC April/May 1943. Others came later to replace losses.
Bomb bay lined with felt, fitted with reading lamp, air controls, oxygen supply, intercom, flask of coffee (doubtless a wartime luxury), reading material. No mention of sandwiches !
Outward trip took air mail, UK newspapers and magazines (to counter German ones).
Leuchars-Stockholm 800 miles, took typically 3 hours.
Originally daylight flights, switched to night after attacks.
Conductor Sir Malcolm Sargent was once a passenger, so were other VIPs.
Last operation 30 November 1944.
Losses on service :
G-AGGF lost Leuchars 17 Aug 43
G-AGGG lost Leuchars 25 Oct 43
G-AGGD lost Sweden 3 Jan 44
G-AGKR missing 11 Apr 44
G-AGFV lost Sweden 4 Jul 44
G-AGKP missing 9 Aug 44
Last edited by WHBM; 7th Aug 2009 at 14:09.
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Bomb bay lined with felt, fitted with reading lamp, air controls, oxygen supply, intercom, flask of coffee (doubtless a wartime luxury), reading material. No mention of sandwiches !....................... Leuchars-Stockholm 800 miles, took typically 3 hours.
Originally daylight flights, switched to night after attacks.
Originally daylight flights, switched to night after attacks.
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Interesting. My father made the Leuchars to Stockholm flight and he was a wireless operator, the Mosquito that took him crashed into the sea a week or so later. He was kitted out with a blanket for warms and some food for the journey. I have read that on one flight the bomb doors started opening and the passenger arrived very cold and stiff as his blanket had been sucked out and he had spent the flight wedging himself into the compartment.
I did not notice mention of the fact that although flying into a nominally neutral country a lot of the passengers were connected to the war effort as part of the Norwegian Resistance.
I did not notice mention of the fact that although flying into a nominally neutral country a lot of the passengers were connected to the war effort as part of the Norwegian Resistance.
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Several thousand Norwegian Refugees were flown out of Sweden to the UK in 1944 in the civilian registered Liberators of Bernt Balchen's Operation Sonnie to train for the liberation of Norway and later these flights brought out American aircrews interned in Sweden....these flights used a longer route than the Mosquitoes over Northern Sweden , Norway and the North Sea rather than the risky Skagerrak route
According to "Mosquito" by Sharp and Bowyer, after the Schweinfurt raids two passengers carried in BOAC Mosquitos were responsible for successfully negotiating the purchase of the entire output of Swedish ball-bearings.
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Just found this thread so thought an extract of my fathers memoirs edited slightly to remove personal details may be of interest.
------------------------------------
We were to Fly to Stockholm to bring back ball bearings which were made from Swedish Steel not available anywhere else. We used to get the ore via Narvik on the coast of Norway by railway from Sweden. When Norway was occupied our source disappeared. It had been planned to build high-speed ships to sail up the Skaggerack into Gothenburg but they couldn’t be built in time and our industry as well as aircraft themselves were coming to a halt. Myself and the second officer were accommodated in the Ninewells Hotel in Dundee until it became clear that we were too remote from the airfield at Leuchars and we had to find digs in St Andrews, not an easy thing in May or June. We did find them in Watson Avenue, with a Mrs Gourlay, and I believe her motive was to get access to the goodies that could be brought from Stockholm. Each day we were picked up and taken to the airfield for a briefing of the weather, which decided whether the flight was feasible. The War office then would tell us if we would be allowed to proceed. Our Captain didn’t show any eagerness to carry out his assignment and, after weeks of time delays, the Captain was recalled to Whitchurch and a much younger junior captain was appointed, Gilbert Rae by name. A second Whitley was assigned and its captain, another relatively younger and junior captain, named Ian Gollan joined us. Ian’s wife was Barbara Gollan and she became a mannequin, well-known after the war was over. Now we were able to start operating. A couple of years later and after the war was over Ian Gollan died in a crash at Hurn Airport in fog returning from a regular service. All passengers were killed.
We would set off in the late evening so that it would be getting dark as we approached the Skaggerack and reached our maximum altitude of 10,000 ft. We would keep to the middle of the channel and on seeing the Swedish coast would dip the nose and speed into Sweden. Once in Sweden our problems were lessened. The anti aircraft flak from both coasts, the Danish as well as the Norwegian ceased, and now we could see the Swedish towns lit up and navigation became by visual observation. The whole journey on the outward flight took around 5 hours, but the return journey against the wind would take much longer. At 10,000 ft. the Whitley wallowed, the controls became limp and we could become an easy prey for any fighter looking for us. We carried on and completed 3 round trips when our aircraft had to go into the engineering workshops for a check over. Our next flight started off well on a beautiful evening and we were about 2 hours out when there was an awful bang and we lost the power of one engine. Now you knew why these planes were flight-tested. We managed to continue since we were nearer land ahead than behind and fortunately we managed to reach Bromma Airport. There it was found that the failed engine had blown up and we were to be stuck in Stockholm until spares could be shipped out to us. We had to be given a daily allowance for our food but the hotel was taken care of from the BOAC office. There were things to be had in Stockholm that were not available in Wartime Britain and so we ate as cheaply as we could to have as much spending money as possible. I remember I bought a Philips 4 valve radio made in Eindhoven under German Occupation. It was a good set and lasted into the 1950s.
We continued to fly as regularly as weather and the war permitted right into November when the icing conditions became too bad for Whitleys trying to get to 10,000 ft. In August, at a dance in the St Andrews Town Hall, Gilbert Rae introduced me to your mother who was employed as Secretary to Ted Chandler the Chief Engineer for BOAC at Leuchars. Our trips to Stockholm became more and more interesting as we became more familiar with what was available in the shops and what we could reasonably afford. Swedes loved their coffee and it was in very short supply so, if we took a half a pound of beans it was possible to make a good trade. Once on returning from Stockholm we were told that Leuchars was closed because of bad weather. On reaching the Scottish coast we were ordered to fly west for half an hour. This was followed by an instruction to fly east again and as we were approaching Leuchars we were again informed that it was closed and no traffic controllers were on duty and we were ordered to fly east again. There was suddenly a gap in the cloud and we could see the airfield. Regardless of the order we signaled that we were going to land and did so without help. Meanwhile on the ground the whole of the BOAC staff were made aware that we were missing so when we appeared through a gap in the clouds there was great relief because, those in the know, knew that our fuel must be about finished. It was soon decided that conditions were not suitable for the Whitleys in winter, Shortly after that the Whitleys were replaced by De Havilland Mosquitoes, 6 in all and pilots were trained to fly them. They could and did carry one passenger in the nose or bomb aimer’s compartment and should anything go amiss the passenger would be ejected. We had carried passengers in the Whitleys. Malcolm Sargent the Music Conductor of great renown was often a passenger. On the return trip we sometimes carried airmen who had either escaped from Germany or had managed to land damaged aircraft in Sweden.
------------------------------------
We were to Fly to Stockholm to bring back ball bearings which were made from Swedish Steel not available anywhere else. We used to get the ore via Narvik on the coast of Norway by railway from Sweden. When Norway was occupied our source disappeared. It had been planned to build high-speed ships to sail up the Skaggerack into Gothenburg but they couldn’t be built in time and our industry as well as aircraft themselves were coming to a halt. Myself and the second officer were accommodated in the Ninewells Hotel in Dundee until it became clear that we were too remote from the airfield at Leuchars and we had to find digs in St Andrews, not an easy thing in May or June. We did find them in Watson Avenue, with a Mrs Gourlay, and I believe her motive was to get access to the goodies that could be brought from Stockholm. Each day we were picked up and taken to the airfield for a briefing of the weather, which decided whether the flight was feasible. The War office then would tell us if we would be allowed to proceed. Our Captain didn’t show any eagerness to carry out his assignment and, after weeks of time delays, the Captain was recalled to Whitchurch and a much younger junior captain was appointed, Gilbert Rae by name. A second Whitley was assigned and its captain, another relatively younger and junior captain, named Ian Gollan joined us. Ian’s wife was Barbara Gollan and she became a mannequin, well-known after the war was over. Now we were able to start operating. A couple of years later and after the war was over Ian Gollan died in a crash at Hurn Airport in fog returning from a regular service. All passengers were killed.
We would set off in the late evening so that it would be getting dark as we approached the Skaggerack and reached our maximum altitude of 10,000 ft. We would keep to the middle of the channel and on seeing the Swedish coast would dip the nose and speed into Sweden. Once in Sweden our problems were lessened. The anti aircraft flak from both coasts, the Danish as well as the Norwegian ceased, and now we could see the Swedish towns lit up and navigation became by visual observation. The whole journey on the outward flight took around 5 hours, but the return journey against the wind would take much longer. At 10,000 ft. the Whitley wallowed, the controls became limp and we could become an easy prey for any fighter looking for us. We carried on and completed 3 round trips when our aircraft had to go into the engineering workshops for a check over. Our next flight started off well on a beautiful evening and we were about 2 hours out when there was an awful bang and we lost the power of one engine. Now you knew why these planes were flight-tested. We managed to continue since we were nearer land ahead than behind and fortunately we managed to reach Bromma Airport. There it was found that the failed engine had blown up and we were to be stuck in Stockholm until spares could be shipped out to us. We had to be given a daily allowance for our food but the hotel was taken care of from the BOAC office. There were things to be had in Stockholm that were not available in Wartime Britain and so we ate as cheaply as we could to have as much spending money as possible. I remember I bought a Philips 4 valve radio made in Eindhoven under German Occupation. It was a good set and lasted into the 1950s.
We continued to fly as regularly as weather and the war permitted right into November when the icing conditions became too bad for Whitleys trying to get to 10,000 ft. In August, at a dance in the St Andrews Town Hall, Gilbert Rae introduced me to your mother who was employed as Secretary to Ted Chandler the Chief Engineer for BOAC at Leuchars. Our trips to Stockholm became more and more interesting as we became more familiar with what was available in the shops and what we could reasonably afford. Swedes loved their coffee and it was in very short supply so, if we took a half a pound of beans it was possible to make a good trade. Once on returning from Stockholm we were told that Leuchars was closed because of bad weather. On reaching the Scottish coast we were ordered to fly west for half an hour. This was followed by an instruction to fly east again and as we were approaching Leuchars we were again informed that it was closed and no traffic controllers were on duty and we were ordered to fly east again. There was suddenly a gap in the cloud and we could see the airfield. Regardless of the order we signaled that we were going to land and did so without help. Meanwhile on the ground the whole of the BOAC staff were made aware that we were missing so when we appeared through a gap in the clouds there was great relief because, those in the know, knew that our fuel must be about finished. It was soon decided that conditions were not suitable for the Whitleys in winter, Shortly after that the Whitleys were replaced by De Havilland Mosquitoes, 6 in all and pilots were trained to fly them. They could and did carry one passenger in the nose or bomb aimer’s compartment and should anything go amiss the passenger would be ejected. We had carried passengers in the Whitleys. Malcolm Sargent the Music Conductor of great renown was often a passenger. On the return trip we sometimes carried airmen who had either escaped from Germany or had managed to land damaged aircraft in Sweden.
Just found this thread so thought an extract of my fathers memoirs edited slightly to remove personal details may be of interest.
It certainly is of interest, Pathfinder, and adds a wealth of fascinating detail on this intriguing subject. More would be very welcome, and you may in turn be interested in having a look at http://www.pprune.org/military-aircr...evet-ww11.html since it will give you a further insight into just how interested so many members are in such wonderful reminiscences.
I should add that I was particularly interested in your mention of the Goalen family (not Gollan) since I used to go out with a much younger but very good-looking member of the family.
Jack
It certainly is of interest, Pathfinder, and adds a wealth of fascinating detail on this intriguing subject. More would be very welcome, and you may in turn be interested in having a look at http://www.pprune.org/military-aircr...evet-ww11.html since it will give you a further insight into just how interested so many members are in such wonderful reminiscences.
I should add that I was particularly interested in your mention of the Goalen family (not Gollan) since I used to go out with a much younger but very good-looking member of the family.
Jack
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I asked him about the spelling and he knows that your spelling is correct and is unsure as to how he got it wrong. He says he will try and send me some more details of crews e.t.c. when he can get time from doing things in the house or garden. Just short of 92. I am sure that if there is anyone else still around who flew these runs to Sweden he would love to know.
I flew with our future queens grand father - Pete Middleton - who mentioned that he had flown the ball bearing run in a Mossie.
Very nice bloke and a good pilot. RIP.
Very nice bloke and a good pilot. RIP.
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BOAC Mosquitoes....Captain Nigel Pelly
There's a slight crossover to MandyW's thread....perhaps 'oldpilot' was on the Sweden run?
http://www.pprune.org/aviation-histo...andfather.html
http://www.pprune.org/aviation-histo...andfather.html
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The early ball bearing runs - crew details
The early ball bearing runs used Armstrong Whitley civilianised bombers. That simply meant that all the armaments and unnecessary guns and turrets had been removed. In May 1942, an Armstrong Whitley with crew of four left Whitchurch Airfield, Bristol for Leuchars R.A.F. Station. There was daily briefing at Leuchars Meteorolgical Office to be told if we could and for the Captain to decide if we would fly to Stockholm that night. The crew was Junior Captain Gilbert Rae, B.O.A.C, Second Officer, Joe Coney, RAF seconded, Navigator William Coombes, RAF seconded, Wireless Operator, Jimmy Payne, B.O.A.C. Junior captains had only two and a half rings. Gilbert Rae was soon upgraded to three whole rings.
After a few return flights a second Whitley under Ian Goalen, Wireless Operator Eric Bristow and 2 other seconded RAF personnel, a second pilot and a navigator, Peter Ludgate joined the little group. We continued until
November/December and then recalled to Bristol.
After a few return flights a second Whitley under Ian Goalen, Wireless Operator Eric Bristow and 2 other seconded RAF personnel, a second pilot and a navigator, Peter Ludgate joined the little group. We continued until
November/December and then recalled to Bristol.
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BOAC Whitley photo 5 from bottom on
http://ww2bombers.e-monsite.com/page...whitley-2.html
Did your father ever mention the Curtiss CW-20 Commando prototype 'St Louis' which was also tried on the Sweden run?
The photo-site for Gothenburg-Torslanda airfield which was used as a diversion from Bromma sometimes has a few pics of BOAC types including Mosquitoes
"ESGB"
http://ww2bombers.e-monsite.com/page...whitley-2.html
Did your father ever mention the Curtiss CW-20 Commando prototype 'St Louis' which was also tried on the Sweden run?
The photo-site for Gothenburg-Torslanda airfield which was used as a diversion from Bromma sometimes has a few pics of BOAC types including Mosquitoes
"ESGB"
Last edited by A30yoyo; 2nd Jan 2013 at 00:39.
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Pathfinder NE The early ball bearing runs - crew details.
New to this site!
My late father - Ian Dalgliesh was an R/O on the Leuchars to Sweden run.
He went on after the war to BEA and was for many years Chief Radio Officer, sadly he died aged 52 leaving so many questions about his war and life unanswered.
I am fortunate that my mother kept most of his career correspondence and when putting an album together came across a letter headed British Overseas Airways Corporation Airways House London SW1 Victoria 2323.
It was about the "closing of our base at Leuchars" and offered congratulations 'to you and all the others who have undertaken flying duties on the arduous and often hazardous wartime route to Sweden..." I was interested in the next paragraph "when the full story of B.O.A.C. activities during the war comes to be told you may rest assured that the Scandinavian operations will rank high amongst them..." The letter was dated 25 June 1945.
Curiosity now aroused, and having copied the many wartime entries on his passport started to search. Found your thread and others which gave me a good insight to this period of WW2. Would be interested if there are still any crew around who may remember my father, although he would have been 96 now.
My late father - Ian Dalgliesh was an R/O on the Leuchars to Sweden run.
He went on after the war to BEA and was for many years Chief Radio Officer, sadly he died aged 52 leaving so many questions about his war and life unanswered.
I am fortunate that my mother kept most of his career correspondence and when putting an album together came across a letter headed British Overseas Airways Corporation Airways House London SW1 Victoria 2323.
It was about the "closing of our base at Leuchars" and offered congratulations 'to you and all the others who have undertaken flying duties on the arduous and often hazardous wartime route to Sweden..." I was interested in the next paragraph "when the full story of B.O.A.C. activities during the war comes to be told you may rest assured that the Scandinavian operations will rank high amongst them..." The letter was dated 25 June 1945.
Curiosity now aroused, and having copied the many wartime entries on his passport started to search. Found your thread and others which gave me a good insight to this period of WW2. Would be interested if there are still any crew around who may remember my father, although he would have been 96 now.
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Ball Bearing run
My late father - Jimmy Miller - was an R/O on the run from Leuchars. He flew many times with Nigel Pelly . I have found a load of correspondence between him and the Museum of Aviation in Winnipeg who were researching the flights. I have been in contact with the BA Museum and they are very interested in having it all.
He once told me they never carried a single ball bearing - it was mainly people and documents. Incidentally he was very friendly (after the war )with one of the German crew who were in Stockholm at the same time . The crews used to drink coffee in the same room .
He once told me they never carried a single ball bearing - it was mainly people and documents. Incidentally he was very friendly (after the war )with one of the German crew who were in Stockholm at the same time . The crews used to drink coffee in the same room .
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Ball-Bearings Run
My grandfather is Eric Bristow, the Wireless Operator mentioned above. Many of the names mentioned in the posts above are familiar and my family and I would be so delighted to get in touch with anyone who has any further recollections or information about the ball-bearing run. My grandfather, who's now 96, went on to work for BOAC at Croydon Airport. He has great memories of serving as a temporary barman in the Red Reiver on Market Street, St Andrews. My grandparents also lived on Watson Avenue and their landlady owned a dress shop in St Andrews.